JP5333093B2 - Internal combustion engine control device - Google Patents

Description

  The present invention relates to an internal combustion engine control device that controls an internal combustion engine of a vehicle.

  Conventionally, as a device for controlling an internal combustion engine of a vehicle, for example, as described in Japanese Patent Laid-Open No. 2001-271700, a crank signal corresponding to the rotation of the crankshaft of the engine is detected, and the pulse interval of the crank signal is multiplied. One that generates a multiplied signal and performs engine control according to the pulse interval of the multiplied signal is known.

  This device attempts to improve the accuracy of the control process by using the multiplication signal synchronized with the crank signal of the engine and performing the control process at a timing according to the engine speed.

JP 2001-271700 A

  However, in the above-described apparatus, there is a risk that the accuracy of the control process may be reduced when the engine speed fluctuates. For example, the multiplication signal of the crank signal is a signal obtained by multiplying the frequency of the crank signal by an integral multiple, but it is difficult to change the frequency of the multiplication signal simultaneously with the change of the frequency of the crank signal. Usually, in the multiplied signal generation process, the frequency of the multiplied signal is determined based on the frequency of the signal component of the crank signal at a predetermined time, so that the frequency adjustment of the multiplied signal is delayed with respect to the change in the frequency of the crank signal. For this reason, it becomes difficult to change the frequency of the multiplied signal simultaneously with the change of the frequency of the crank signal. Therefore, if the engine speed fluctuates, a multiplication signal corresponding to the engine speed cannot be generated, and the control process timing may be delayed, leading to a decrease in control process accuracy.

  Therefore, the present invention has been made to solve such problems, and an internal combustion engine that can suppress a decrease in processing accuracy by performing a control process at a timing according to a change in the rotational speed of the internal combustion engine. An object is to provide an engine control device.

That is, an internal combustion engine control device according to the present invention is an internal combustion engine control device that controls the internal combustion engine using a signal corresponding to rotation of a crankshaft of the internal combustion engine, and a crank synchronized with a crank angle signal of the internal combustion engine. Crank synchronization signal generation means for generating a synchronization signal, rotation speed prediction means for predicting the rotation speed of the internal combustion engine and a fluctuation timing of the rotation speed based on information relating to acceleration / deceleration of the vehicle, and the crank synchronization signal And the control means for controlling the internal combustion engine using the crank synchronization signal generating means when the rotational speed prediction means predicts that the rotational speed of the internal combustion engine fluctuates. The crank synchronization signal is generated by changing the frequency of the signal component according to the timing and the predicted rotational speed.

  According to the present invention, when the rotational speed of the internal combustion engine is predicted to vary, the crank synchronization signal is generated by changing the frequency of the signal component in accordance with the predicted rotational speed variation time and the predicted variable rotational speed. Thus, the internal combustion engine can be controlled based on the crank synchronization signal corresponding to the fluctuation in the rotational speed of the internal combustion engine, and appropriate control processing can be performed even when there is a fluctuation in the rotational speed of the internal combustion engine. Reduction can be suppressed.

  Further, in the internal combustion engine control apparatus according to the present invention, the crank synchronization signal generation means multiplies the frequency of the crank angle signal when the rotation speed prediction means predicts that the rotation speed of the internal combustion engine does not fluctuate. When the engine speed predicting means predicts that the engine speed of the internal combustion engine varies, the frequency of the signal component is set according to the predicted engine speed variation time and the predicted engine speed. It is preferable that the crank synchronization signal is generated by changing.

  In this case, when it is predicted that the rotation speed of the internal combustion engine will not fluctuate, a crank synchronization signal is generated by multiplying the frequency of the crank angle signal, and predicted when the rotation speed of the internal combustion engine is predicted to fluctuate. By generating the crank synchronization signal in accordance with the rotational speed variation timing and the predicted variable rotational speed, when the rotational speed of the internal combustion engine varies, the control process of the internal combustion engine can be performed at a timing corresponding to the variation. For this reason, when the rotational speed of the internal combustion engine becomes low, the detection timing can be delayed to reduce the calculation processing burden, and when the rotational speed of the internal combustion engine becomes high, the detection timing is advanced to reduce the detection accuracy. Can be suppressed.

  In the internal combustion engine control apparatus according to the present invention, it is preferable that the rotation speed prediction means predicts a fluctuation timing of the rotation speed of the internal combustion engine based on a start timing of acceleration / deceleration of a vehicle equipped with the internal combustion engine.

  In this case, by predicting the fluctuation timing of the rotation speed of the internal combustion engine based on the acceleration / deceleration start timing of the vehicle equipped with the internal combustion engine, the fluctuation timing of the rotation speed of the internal combustion engine can be appropriately predicted.

  Further, in the internal combustion engine control apparatus according to the present invention, the rotation speed predicting means includes a traveling condition detecting means for detecting a traveling condition of the vehicle, and data accumulation for accumulating a traveling condition a predetermined time before the acceleration / deceleration of the vehicle. And acceleration / deceleration time predicting means for predicting the time from the present to the time when the acceleration / deceleration operation is executed based on the past driving situation similar to the current driving situation, and the time until the acceleration / deceleration operation is executed It is preferable to predict the fluctuation timing of the rotational speed of the internal combustion engine based on the above.

  In this case, the time from the present to the execution of the acceleration / deceleration operation is predicted based on the past driving situation similar to the current driving situation, and the fluctuation of the rotation speed is based on the time until the acceleration / deceleration operation is executed. By predicting the timing, it is possible to accurately predict the fluctuation timing of the rotational speed of the internal combustion engine.

  Further, in the internal combustion engine control apparatus according to the present invention, the rotation speed predicting means includes a traveling condition detecting means for detecting a traveling condition of the vehicle, and data accumulation for accumulating a traveling condition a predetermined time before the acceleration / deceleration of the vehicle. And an acceleration / deceleration value predicting means for predicting an acceleration / deceleration value at the time of acceleration / deceleration based on a past driving situation similar to the current driving situation, and an internal combustion engine at the time of acceleration / deceleration based on the predicted acceleration / deceleration value It is preferable to predict the number of rotations.

  In this case, the acceleration / deceleration value at the time of acceleration / deceleration is predicted based on the past driving situation similar to the current driving condition, and the rotation speed of the internal combustion engine at the time of acceleration / deceleration is predicted based on the predicted acceleration / deceleration value. As a result, the fluctuation amount of the rotational speed of the internal combustion engine can be accurately predicted.

  According to the present invention, when the rotational speed of the internal combustion engine fluctuates, the fluctuation is predicted and the crank synchronization signal is generated, so that the control process is performed at a timing according to the fluctuation of the rotational speed, and the processing accuracy is lowered. Can be suppressed.

1 is a schematic configuration diagram of an internal combustion engine control device according to an embodiment of the present invention. 2 is a flowchart showing an operation of the internal combustion engine control device of FIG. 1. It is explanatory drawing of the crank synchronous signal generation process in the operation | movement of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 1 is a schematic configuration diagram of an internal combustion engine control apparatus according to an embodiment of the present invention.

  The internal combustion engine control device 1 according to the present embodiment is a device that is mounted on the host vehicle and controls the engine 3 using a crank synchronization signal corresponding to the rotation of the crankshaft of the engine 3.

  As shown in FIG. 1, the internal combustion engine control device 1 according to the present embodiment includes an ECU (Electronic Control Unit) 2. The ECU is an electronic control unit that performs control processing of the entire internal combustion engine control apparatus 1, and is configured mainly by a computer including a CPU, a ROM, and a RAM, for example.

  An in-cylinder pressure sensor 11 and a crank sensor 12 are connected to the ECU 2. The in-cylinder pressure sensor 11 is a sensor that detects the in-cylinder pressure of the engine 3 and may be any type as long as it can detect the in-cylinder pressure. The detection signal of the in-cylinder pressure sensor 11 is input to the ECU 2, and the detection value is sampled at the set detection timing. The crank sensor 12 is a sensor that detects the rotation state of the crankshaft of the engine 3. A crank angle signal output from the crank sensor 12 is output as a one-cycle pulse signal at an angle of 10 CA, for example, and input to the ECU 2.

  In addition, a vehicle speed sensor 13, an inter-vehicle distance sensor 14, an illuminance sensor 15, an inclination sensor 16, and a driver state sensor 17 are connected to the ECU 2.

  The vehicle speed sensor 13 is a sensor that detects the traveling speed of the vehicle, and for example, an electromagnetic pickup type wheel speed sensor that detects the wheel speed is used. The inter-vehicle distance sensor 14 is a sensor that detects an inter-vehicle distance from another vehicle that travels in front of the vehicle. As the inter-vehicle distance sensor 14, for example, a millimeter wave radar, a laser radar, or the like is used.

  The illuminance sensor 15 is a sensor that detects the illuminance around the vehicle. For example, an integrated optical sensor is used. The inclination sensor 16 is a sensor that detects the degree of inclination of the road surface on which the vehicle travels. For example, a gyro sensor or the like is used. The drive state sensor 17 is a sensor that detects the state of the driver of the vehicle, and detects the operation or state of the driver's acceleration / deceleration operation.

  As the drive state sensor 17, for example, a sensor that detects a driver's handle gripping force is used, and specifically, a steering torque sensor that detects a driver's steering torque is used. In this case, the steering torque is repeatedly detected by the steering torque sensor, and the difference between the maximum value and the minimum value in a predetermined time is detected as the gripping force of the handle. This is because the stronger the driver grips the steering wheel, the more easily the reaction force of road surface vibration that is suppressed by the gripping force is reflected in the steering torque, and the difference between the minimum and maximum values increases. Is.

  Further, as the drive state sensor 17, for example, a driving position sensor that detects the position of the driver may be used. The driving position sensor detects the position of the driver's head based on the front / rear position of the head and the front / rear position of the head detected by the head position detection sensor provided on the headrest. During acceleration / deceleration (particularly acceleration), the driver may move the head forward, and the driver's acceleration / deceleration operation or state is detected based on the movement of the head.

  Further, as the drive state sensor 17, for example, a line-of-sight detection sensor that detects the driver's line-of-sight direction may be used. A camera that captures a driver's face image is used as the line-of-sight detection sensor. The driver tends to gaze slightly ahead in front of the vehicle when accelerating and gazes at the other vehicle immediately in front of the vehicle when decelerating, and predicts acceleration / deceleration of the vehicle by detecting the driver's gaze direction. It becomes possible.

  Further, as the drive state sensor 17, any one other than those described above may be used as long as it detects a driver's operation or state for predicting acceleration / deceleration of the vehicle.

  The ECU 2 includes an in-cylinder pressure detection unit 21, a crank synchronization signal generation unit 22, an engine speed detection unit 23, an engine speed prediction unit 24, an engine control unit 25, and an acceleration / deceleration prediction unit 26.

  The in-cylinder pressure detection unit 21 performs AD conversion of the in-cylinder pressure value by sampling the detection signal of the in-cylinder pressure sensor 11 at a predetermined period. The sampling period in the in-cylinder pressure detection unit 21 is set using a crank synchronization signal. For example, the detection signal of the in-cylinder pressure sensor 11 is sampled at every rising edge of the crank synchronization signal that is a pulse signal, and the sampled in-cylinder pressure value is AD converted.

  The crank synchronization signal generation unit 22 functions as a crank synchronization signal generation unit that generates a crank synchronization signal synchronized with the crank angle signal of the engine 3. The crank synchronization signal generation unit 22 receives a crank angle signal output from the crank sensor 12 and generates a crank synchronization signal based on the crank angle signal.

  Specifically, when it is predicted that the rotation speed of the engine 3 will not fluctuate, a multiplied signal obtained by multiplying the frequency of the crank angle signal is generated as a crank synchronization signal. On the other hand, when it is predicted that the rotation speed of the engine 3 will fluctuate, the crank synchronization signal is generated by changing the frequency of the signal component according to the predicted rotation speed fluctuation timing and the predicted fluctuation rotation speed. At this time, with respect to the multiplied signal obtained by multiplying the frequency of the crank angle signal, the frequency of the signal component is changed according to the predicted fluctuation amount of the rotational speed of the engine 3 to generate the crank synchronization signal.

  The engine speed detector 23 functions as an engine speed detector that detects the speed of the engine 3. For example, the engine speed detector 23 detects the speed of the engine 3 based on a crank angle signal output from the crank sensor 12. .

  The engine speed prediction unit 24 functions as an engine speed prediction unit that predicts fluctuations in the rotation speed of the engine 3, and repeatedly predicts the fluctuation timing of the rotation speed of the engine 3 and the fluctuation amount of the rotation speed at predetermined intervals. To do. For example, the engine speed prediction unit 24 predicts the fluctuation timing of the rotation speed of the internal combustion engine based on the time until the acceleration / deceleration operation of the vehicle is executed, and accelerates / decelerates the vehicle based on the acceleration / deceleration value of the vehicle. The number of revolutions of the internal combustion engine is predicted.

  The engine control unit 25 is an internal combustion engine control unit that controls the engine 3, and performs control by outputting a control signal to the engine 3 using a crank synchronization signal. For example, the detection signal of the in-cylinder pressure sensor 11 is sampled and AD converted at every rising edge of the crank synchronization signal, and the in-cylinder pressure value is recorded. Further, the control of the engine 3 is executed by setting the fuel injection timing and the ignition timing according to the cycle of the crank synchronization signal.

  The acceleration / deceleration prediction unit 26 functions as an acceleration / deceleration prediction unit that predicts acceleration / deceleration of the vehicle. In the acceleration / deceleration prediction process in the acceleration / deceleration prediction unit 26, for example, the traveling state of the vehicle is detected, the traveling state before a predetermined time is accumulated before the acceleration / deceleration of the vehicle, and past traveling similar to the current traveling state is performed. Based on the situation, the time from the present to the execution of the acceleration / deceleration operation is predicted. In addition, the traveling state of the vehicle is detected, the traveling state in a predetermined time before the acceleration / deceleration of the vehicle is accumulated, and the acceleration / deceleration value at the time of acceleration / deceleration is based on the past traveling state similar to the current traveling state. is expected.

  In the vehicle travel state detection process, the vehicle travel state is detected based on detection signals of all or part of the vehicle speed sensor 13, the inter-vehicle distance sensor 14, the illuminance sensor 15, the tilt sensor 16, and the driver state sensor 17. . The running status accumulation process is a process of accumulating data by associating the running status of the vehicle with an acceleration / deceleration operation. By using this accumulated data, it is possible to predict whether or not to perform the acceleration / deceleration operation and how much to accelerate / decelerate from the current running state of the vehicle.

  The engine 3 includes a spark plug, an injector, and the like (not shown), and is driven and controlled by receiving a control signal output from the engine control unit 25 of the ECU 2.

  Next, the operation of the internal combustion engine control apparatus 1 according to this embodiment will be described.

  FIG. 2 is a flowchart showing the operation of the internal combustion engine control apparatus 1 according to this embodiment. The flowchart in FIG. 2 is repeatedly executed at a predetermined cycle by the ECU 2, for example.

  First, as shown in step S10 of FIG. 2 (hereinafter simply referred to as “S10”, the same applies to the steps after step S10), sensor value reading processing is performed. This reading process is a process of reading at least the detection value of the crank sensor 12 and the sensor detection value for predicting acceleration / deceleration of the vehicle. As sensor detection values for vehicle acceleration / deceleration prediction, for example, the vehicle speed value of the vehicle speed sensor 13, the value of the distance between the inter-vehicle distance sensor 14 and the preceding vehicle, the illuminance value around the illuminance sensor 15, the road surface inclination of the inclination sensor 16. Value and the detection value of the driver state sensor 17 are read. In S10, the detection value of the in-cylinder pressure sensor 11 is also read.

  Then, the process proceeds to S12, and a crank synchronization signal generation process is performed. This generation process is a process for generating a crank synchronization signal synchronized with the crank angle signal output from the crank sensor 12. For example, in this generation process, a multiplied signal obtained by multiplying the frequency of the crank angle signal is generated as a crank synchronization signal. When the crank angle signal is a 10CA signal, a 2.5CA signal obtained by multiplying the crank angle signal by four times is preferably generated as a crank synchronization signal.

  And a process transfers to S14 and an engine speed detection process is performed. The engine speed detection process is a process for detecting the speed of the engine 3. For example, in the engine speed detection process, the speed of the engine 3 is detected based on a crank angle signal output from the crank sensor 12.

  And a process transfers to S16 and an acceleration / deceleration prediction process is performed. The acceleration / deceleration prediction process is a process for predicting acceleration / deceleration of the host vehicle on which the internal combustion engine control device 1 is mounted. In this acceleration / deceleration prediction process, for example, a past vehicle traveling state that approximates the current vehicle traveling state is extracted, and the vehicle is accelerated / decelerated based on the acceleration / deceleration state in the past vehicle traveling state. If acceleration / deceleration is performed, the acceleration / deceleration start timing and acceleration / deceleration value are predicted.

  Specifically, data of a plurality of prediction parameters indicating past driving conditions of the vehicle are accumulated in advance, and acceleration / deceleration state data corresponding to the prediction parameters are recorded in association with each other. Then, based on a plurality of data indicating the current vehicle traveling state, whether acceleration / deceleration of the vehicle is performed or not, and when acceleration / deceleration is performed, the acceleration / deceleration start timing and acceleration / deceleration value are predicted, respectively. .

  As prediction parameters, for example, vehicle speed, inter-vehicle distance, illuminance, inclination, and gripping force are set. Here, the grasping power is set as a prediction parameter for the driver state. In this case, the past vehicle speed, inter-vehicle distance, illuminance, inclination, and gripping force are stored as prediction parameters in association with the acceleration / deceleration state of the vehicle. By extracting the prediction parameters that approximate the current vehicle speed, inter-vehicle distance, illuminance, inclination, and gripping force, the acceleration state of the vehicle is determined based on the acceleration state data accumulated in association with the extracted prediction parameters. Can be predicted.

  At this time, as the acceleration state of the vehicle, by predicting the timing at which acceleration / deceleration is started and the degree of acceleration / deceleration (acceleration / deceleration value), it is possible to estimate the fluctuation timing and fluctuation amount of the rotational speed of the engine 3; Appropriate control processing according to the rotation state of the engine 3 becomes possible.

  And a process transfers to S18 and it is judged whether acceleration / deceleration of a vehicle is performed. In this determination process, it is determined whether or not the vehicle is accelerated / decelerated based on the result of the acceleration / deceleration prediction process of S16.

  If it is determined in S18 that acceleration / deceleration of the vehicle is not performed, normal in-cylinder pressure detection processing is performed (S20). The normal in-cylinder pressure detection process performs an engine control process using a crank synchronization signal corresponding to the current engine speed, and is used for a crank synchronization signal corresponding to the current engine speed. This is a process for detecting the internal pressure.

  Specifically, the detection signal of the in-cylinder pressure sensor 11 is sampled and AD converted at the timing of the rising edge of the crank synchronization signal (for example, a signal multiplied by four times the crank angle signal) generated in S12.

  In this way, by performing engine control processing at a timing according to the rotational speed of the engine 3 using the crank synchronization signal, when the engine rotational speed is low, the frequency of the control processing is reduced and the processing load is reduced. When the engine speed is high, the control process can be repeated at short intervals to improve the accuracy of the control process.

  On the other hand, when it is determined in S18 that acceleration / deceleration of the vehicle is performed, an engine speed prediction process is performed (S22). The engine speed prediction process is a process for predicting the rotation speed of the engine 3 of the vehicle, and predicts the fluctuation period of the rotation speed of the engine 3 and the fluctuation amount of the rotation speed. For example, in the engine speed prediction process, when the speed of fluctuation of the engine 3 is predicted based on the time until the acceleration / deceleration operation of the vehicle is executed, and the vehicle is accelerated / decelerated based on the acceleration / deceleration value of the vehicle. The number of revolutions of the engine 3 is predicted.

  Specifically, a map, a table or an arithmetic expression for associating the time until the acceleration / deceleration operation of the vehicle is executed with the fluctuation timing of the rotation speed of the engine 3 is set in advance, and this map is used for the current acceleration. What is necessary is just to estimate the fluctuation | variation time of the rotation speed of the engine 3 based on time until deceleration operation is performed. Further, a map, a table or an arithmetic expression for associating the acceleration / deceleration value of the vehicle with the rotation speed of the engine 3 is set in advance, and the rotation speed of the engine 3 is determined based on the acceleration / deceleration value currently predicted using this map. What is necessary is just to estimate a fluctuation amount.

  Then, the process proceeds to S24, and a crank synchronization signal generation process corresponding to the predicted rotation speed is performed. This generation process is a process for generating a crank synchronization signal corresponding to the predicted rotation speed of the engine 3 predicted in S22. For example, the crank synchronization signal is generated by changing the frequency of the signal component in accordance with the predicted rotational speed variation time and the predicted variable rotational speed. At this time, with respect to the multiplied signal obtained by multiplying the frequency of the crank angle signal, the frequency of the signal component is changed according to the predicted fluctuation amount of the rotational speed of the engine 3 to generate the crank synchronization signal.

  More specifically, as shown in FIG. 3, the crank synchronization signal B1 is generated based on the crank angle signal A. The crank angle signal A is a signal having a period of 10 CA. The crank synchronization signal B1 is a signal generated by predicting fluctuations in the engine speed, and is a signal used in the embodiment of the present invention. On the other hand, the crank synchronization signal B0 is a signal generated without predicting fluctuations in the engine speed, and is a comparative example.

  When there is no change in the engine speed, it is determined how many times the crank synchronization signal B1 is to be made based on the cycle time of the crank angle signal A in the previous cycle. On the other hand, when there is a change in the engine speed, it is generated by changing the signal component according to the change start time and the change amount. In FIG. 3, since it is predicted that there is a rotational fluctuation at time t3, the frequency of the signal component at times t3 to t4 is changed in accordance with the fluctuation timing and fluctuation quantity. As a result, a crank synchronization signal having a frequency corresponding to the engine speed can be generated without delaying the fluctuation of the engine speed.

  On the other hand, the frequency of the crank synchronization signal B0 is determined based only on the pulse period of the crank angle signal A one period before. Even if the rotational speed fluctuates at time t3, the frequency from time t3 to t4 is the frequency from time t2 to t3. For this reason, it is not possible to change the frequency of the signal following the rotation speed fluctuation at time t3 to t4. For this reason, a crank synchronization signal having a frequency corresponding to the rotational speed of the engine 3 cannot be generated.

  Then, the process proceeds to S26 in FIG. 2, and the in-cylinder pressure detection process corresponding to the acceleration / deceleration is performed. In this process, the engine control process is performed using a crank synchronization signal corresponding to the predicted fluctuation of the engine speed, and the engine 3 is processed using the crank synchronization signal corresponding to the predicted fluctuation of the engine speed. This is a process for detecting the in-cylinder pressure. Specifically, the detection signal of the in-cylinder pressure sensor 11 is sampled and AD converted at the rising edge timing of the crank synchronization signal generated in S24.

  And a process transfers to S28 and an engine control process is performed. The engine control process is a process for outputting a control signal to the engine 3. For example, the ignition timing is determined according to the in-cylinder pressure value sampled and AD converted at a predetermined period, and a control signal is output to the engine 3 at the ignition timing. When the control process of S28 is finished, a series of control processes are finished.

  As described above, according to the internal combustion engine control apparatus 1 according to the present embodiment, the signal component according to the predicted rotational speed variation timing and the predicted variable rotational speed when the rotational speed of the engine 3 is predicted to vary. By generating the crank synchronization signal by changing the frequency of the engine 3, it is possible to control the engine 3 based on the crank synchronization signal corresponding to the fluctuation of the rotation speed of the engine 3. For this reason, even when the rotational speed of the engine 3 fluctuates, an appropriate control process can be performed, and a decrease in processing accuracy can be suppressed.

  Further, in the internal combustion engine control apparatus 1 according to the present embodiment, sampling is performed based on the crank synchronization signal to detect the in-cylinder pressure of the engine 3, thereby reducing the in-cylinder pressure detection frequency when the engine 3 has a low rotation speed. Computing load can be reduced. And when the rotation speed of the engine 3 fluctuates, the fluctuation is predicted and a crank synchronization signal is generated, so that the in-cylinder pressure corresponding to the fluctuation of the rotation speed of the engine 3 can be detected. Therefore, when the rotational speed of the engine 3 is low, the detection frequency of the in-cylinder pressure is reduced to reduce the calculation load, and when the rotational speed of the engine 3 fluctuates, the in-cylinder pressure is detected and detected at a timing corresponding to the fluctuation. A decrease in accuracy can be suppressed.

  Further, in the internal combustion engine control apparatus 1 according to the present embodiment, the fluctuation of the rotation speed of the engine 3 is predicted by predicting the fluctuation timing of the rotation speed of the engine 3 based on the acceleration / deceleration start timing of the vehicle on which the engine 3 is mounted. The time can be predicted appropriately.

  Further, in the internal combustion engine control apparatus 1 according to the present embodiment, the acceleration / deceleration operation is executed by predicting the time from the present to the execution of the acceleration / deceleration operation based on the past traveling situation similar to the current traveling situation. By predicting the rotational speed fluctuation period based on the time until the engine speed, the rotational speed fluctuation time of the engine 3 can be accurately predicted.

  Further, in the internal combustion engine control apparatus 1 according to the present embodiment, the acceleration / deceleration value at the time of acceleration / deceleration is predicted based on the past traveling situation similar to the current traveling situation, and the acceleration / deceleration value is calculated based on the predicted acceleration / deceleration value. By predicting the rotational speed of the engine 3 at the time of deceleration, the fluctuation amount of the rotational speed of the engine 3 can be accurately predicted.

  In addition, embodiment mentioned above demonstrates embodiment of the internal combustion engine control apparatus which concerns on this invention, and the internal combustion engine control apparatus which concerns on this invention is not limited to what was described in this embodiment. The internal combustion engine control device according to the present invention may be a modification of the internal combustion engine control device according to the embodiment or application to other devices without changing the gist described in each claim.

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine control apparatus, 2 ... ECU, 3 ... Engine.

Claims (5)

In the internal combustion engine control apparatus for controlling the internal combustion engine using a signal corresponding to the rotation of the crankshaft of the internal combustion engine,
Crank synchronization signal generating means for generating a crank synchronization signal synchronized with a crank angle signal of the internal combustion engine;
A rotation speed prediction means for predicting the rotation speed of the internal combustion engine and a fluctuation timing of the rotation speed based on information relating to acceleration and deceleration of the vehicle ;
Control means for controlling the internal combustion engine using the crank synchronization signal;
With
The crank synchronization signal generation means sets the frequency of the signal component in accordance with the predicted rotational speed variation time and the predicted variable rotational speed when the rotational speed prediction means predicts that the rotational speed of the internal combustion engine varies. Changing to generate the crank synchronization signal;
An internal combustion engine control device. The crank synchronization signal generation means generates a crank synchronization signal obtained by multiplying the frequency of the crank angle signal when the rotation speed prediction means predicts that the rotation speed of the internal combustion engine does not vary, and the rotation speed If the prediction means predicts that the rotational speed of the internal combustion engine varies, the crank synchronization signal is generated by changing the frequency of the signal component in accordance with the predicted rotational speed variation time and the predicted variable rotational speed.
The internal combustion engine control device according to claim 1. The rotation speed prediction means predicts a fluctuation timing of the rotation speed of the internal combustion engine based on a start timing of acceleration / deceleration of a vehicle equipped with the internal combustion engine;
The internal combustion engine control device according to claim 1 or 2. The revolution number predicting means includes a traveling condition detecting means for detecting a traveling condition of the vehicle, a data accumulating means for accumulating a traveling condition a predetermined time before the acceleration / deceleration of the vehicle, and a past similar to the current traveling condition. Acceleration / deceleration time predicting means for predicting the time from the present to the time when the acceleration / deceleration operation is executed based on the traveling state of the engine, and the fluctuation timing of the rotational speed of the internal combustion engine based on the time until the acceleration / deceleration operation is executed Predict,
The internal combustion engine control device according to claim 3. The revolution number predicting means includes a traveling condition detecting means for detecting a traveling condition of the vehicle, a data accumulating means for accumulating a traveling condition a predetermined time before the acceleration / deceleration of the vehicle, and a past similar to the current traveling condition. Acceleration / deceleration value prediction means for predicting an acceleration / deceleration value at the time of acceleration / deceleration based on the traveling state of the engine, and predicting the rotation speed of the internal combustion engine at the time of acceleration / deceleration based on the predicted acceleration / deceleration value,
The internal combustion engine control device according to claim 3 or 4.

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